In my opinion, it is much better than before. Perhaps the best that I attended since 2005. I saw more engagement with two interactive ride-along events from Jeep and Mitsubishi, the new Luxury Ballroom and Acceleration Alley, and other expanded exhibits across the floor.

There are a few nitpicks, but it is best to not go into them. They’re just from my own perspective in terms of logistics and a few experience-based concerns.

For another positive point is the expanded Ride & Drive offerings at our show. Last year, we saw only a few. For 2018, we had Volkswagen, Chevrolet, Jaguar, and Land Rover join Ford, Toyota, and Mazda in conducting these test drives for show attendees.

For this wrap-up of the Twin Cities Auto Show, I have put together this Quickies piece as what was driven during my time at the Minneapolis Convention Center. And, there were plenty…

2017 VOLKSWAGEN GOLF GTI: Where was the Mk7.5 GTI? It would be great if we knew, but let’s pretend it was there. Let’s consider the new bumpers and taillights, the revised center stack, and other new details seen on the revised Golf Family and set them aside for the time being.

In essence, nothing has really changed mechanically in the Mk7.5. This Mk7 Autobahn edition showed me one thing: No matter which version, the GTI’s soul is still there. It shows how remarkable the original hot hatch still is – sure-footed, the right performance at the right moment, and a simply satisfying car overall.

Who cares what generation or revision it is in – the GTI is the hot hatch to end all hot hatches. Enough said.

2017 VOLKSWAGEN JETTA GLI: One would think that this would be a counterpoint to the GTI, but it is not. Yet, it also represents a vehicle that has also undergone some updates, but not before it will be replaced by an all-new model.

As much as the current/outgoing Jetta received its knocks for lowering its quality to match an affordable price against the big selling compact sedans, the GLI will change those minds quickly. The quality is better than the Jetta SEL because Volkswagen knows that GLI customers want a better car to befit its sporty credentials. It drives that way, although adding Dynamic Chassis Control would make it absolutely perfect. The turbocharged 2.0-liter engine may have 10 less horsepower than the GTI, but it has all of the spunk needed for those wanting a GTI with a trunk and proper rear seat room.

Why are you forgetting about the Jetta GLI? Are you waiting to see if there will be one for the new generation model? This one will do nicely, thank you. Oh, and you’ll have plenty of fun driving one, too!

2018 CHEVROLET SILVERADO 2500HD: I have driven the current half-ton pickup, but not its heavy-duty equivalent. I tried the version before it – my first truck I ever reviewed. There had been many advances in this round of General Motors’ big workhorse, but where to start.

Its updated Duramax diesel – with a massive 910 pound-feet of torque – is smoother than ever. It simply feels like a half-ton, except for the mass of truck around it. The crew cab is solid with familiar interior features from the half-ton. The big thing here is the High Country trim – Chevrolet’s top of the line. Is it the Bowtie’s version of GMC’s Denali? Not quite, but it is luxurious on its own.

This round in the Silverado HD shows that it can be driven in a place like downtown Minneapolis without a problem. It’s a nimble as a big truck can get.

2018 CHEVROLET COLORADO ZR2: Off-road capable trucks are a growing, but small segment made for those who desire adventure. For those who think a Ford F-150 Raptor is too big for the trail and need diesel power to get through more technical trails – that’s what the ZR2 is all about.

I was not much of a fan of General Motors’ midsized truck initially. It would take one that had superlatives to rethink my complete evaluation. You had the Duramax four-cylinder diesel powering this example, along with a GM-designed suspension and traction management system. Add aggressive exterior pieces and a really comfortable and spacious driving position, and you get one that wants to play at an off-road park.

As for its short stint in the city, I think you can scare some folks in this thing. Then again, the ZR2 is designed to get you away from the urban jungle instead of playing in it.

2018 CHEVROLET TRAVERSE: Crowning the Volkswagen Atlas as best in class is a bold move for a brand that has finally cracked the code on mid-sized, three-row SUVs. This also encourages others to step up its game. But, if there is one that should be crowned the “most improved” in its class – that crown should go to the Chevrolet Traverse.

For starters, it is slimmer on the outside, compared to the previous Lambda platform version. It is also lighter – and feels that way. Its nimbleness will surprise you for having a spacious cabin with real three-row comfort and an expansive cargo hold. The V6 is also smooth and quiet, along with its equally smooth nine-speed automatic transmission and all-wheel drive system. The cabin is typical GM, which you can take either as good or indifferent. Although, you do get a lot of goodies in the High Country version, as driven on this short run.

Would you give the Traverse a chance? If it comes down to access to the third row from both sides of the vehicle, then get the Atlas. I would also shop the Traverse and a couple of other competitors to confirm your choice.

2018 FORD ECOSPORT: To finally bring one of Ford’s most popular global vehicles to this market, a few adjustments were made – including a new cabin and front end. The fact that Ford was able to translate the Ecosport for USA audiences may be worth the risk of doing so.

For the city, it is just fine. The 1.0-liter Ecoboost three-cylinder turbocharged engine suited downtown Minneapolis driving just fine. Keep in mind, that you can get the tiny engine only with front-wheel-drive. Twin Cities folks will most likely get the all-wheel drive with the larger, more powerful 2.0-liter engine. The cabin space is fine, but I would familiarize yourself with the side-hinged tailgate and the location of the release. I was fine behind the wheel, but I wondered about the quality of the cabin.

I will be getting one in later this year for another publication. For now, I have a little taste of this coming attraction.

2018 JAGUAR E-PACE: The premium small SUV segment has grown another rival. The smaller E-Pace is set for battle against the segment-leading Lexus NX, along with the usual suspects from Audi, BMW, and Mercedes-Benz.

There are plenty of cues design-wise from across the Jaguar lineup – big grille, horizontal taillights and a sloping roofline. However, the size-proportion makes the E-Pace a bit small for a Jaguar. Step inside to a mix of advanced Jaguar touches, but devoid of old world charm. The latter is perhaps something we need to get over since the brand is looking for a more global approach to its design. However, that driveline is superb: 2.0-liter turbocharged engine, 9-speed automatic, and all-wheel drive. Dynamic mode makes the E-Pace First Edition I drove a “leaper” in its own right. That thing leaps!

The problem I have with the E-Pace is that lacks a certain air that speaks to the British heritage of Jaguar. It has a personality, but I just wish I can spot it visibly. It takes a drive to discover that personality.

2018 RANGE ROVER VELAR: What makes a Range Rover a Range Rover? Typically, a Range Rover is a symbol of off-roads excellence born from the original in 1970. Today, they are luxurious machines that are capable to satisfy the needs of their well-heeled owners.

The Velar is simply a mid-sized softroader slathered with luxury and technology. The dual touch screens on the center stack lead the technology parade for the comfortable and spacious Velar. My R Dynamic HSE tester had the 3.0-liter supercharged V6, offering a mass of power when needed. The all-wheel-drive may look like it has the capability of its more off-road brethren – the Range Rover Sport, for example – but it needs a few adjustments on the lower touch screen to accomplish such capability, including ride height and terrain management settings. Otherwise, the Velar looks elegant and advanced for the brand.

While it presents a new kind of proposition for Range Rover customers, I still question its position among other capable products in its lineup. But, if you do not take off-road capability as a priority, the Velar will do such fine. After all, it is simply an elegant premium mid-sized SUV, if you think about it.

2018 JAGUAR XF SPORTBRAKE: We always complain that we can’t have nice things. Like station wagons. This is proof that we can have nice things – and they are awesome! The XF Sportbrake is exactly that: awesome.

This is the answer to the proverbial question of wanting a fast wagon. The 3.0-liter supercharged V6, combined with its 8-speed automatic and all-wheel drive, encourages you with its exhaust growl to do silly things with a wagon. The chassis is taut and nimble, though Dynamic mode will reveal a leaping cat that may have already pounced on whoever is in front of it. The interior may lack Old World charm, but it is a great place to plot your next prey, even with a bunch of flat-packed goodies for the new home office.

If you must have a wagon, give the XF Sportbrake a chance. I can assure you that you will be won over by that exhaust note alone.

DISCLAIMER: Vehicles provided by their respective manufacturers as part of public Ride & Drives at the Twin Cities Auto Show

What’s behind that screen – and map – is a song about the radio… – Photo by Randy Stern

Radio can be a lonely business. Or, it can be collaborative with a great engineer and other staff to support you on the road.

Having done some radio as a guest, I understand how that side of the speaker is a challenge to deliver a great shift or program for the listener’s edification. Even with the ability to do live radio from a home studio, technology does not fully cover the breadth of what truly happens to deliver programming.

So, why is radio so romanticized?

If you look at how popular culture portrays radio, we might get an idea of how the gap between art and reality presents a picture that is somewhat distorted. The truth, there is some truth to the art presenting radio and the work that goes into broadcasting.

But, naturally, any list of popular culture paeans to the radio business would actually be framed in song. It is sort of art imitating life.

After all, I must rely on my own memory – or the fading thereof – to cull each song that pertains to the business and romance of radio.

I would have to start from a very dark place of the radio business. To be fair, Harry Chapin’s “WOLD” is one track that talks about the fight between the job and family – or the loss of the latter because of the job. This 1973 single talks through a singular career and the want of a different dream: “I’ve been thinking that I’ll stop disc jockeying and start that record store.” Chapin’s reality was closer to the reality of many in the broadcast business.

David Bowie does not glamorize air personalities with his song “DJ” from his Lodger album. The late musical icon rips into the mythology of the job and throws it on its side in the 1979 track. There are also metaphors of Bowie’s reflection of his time in America during several machinations of his character and music. Keep in mind that Lodger is one of Bowie’s darkest albums – before his final one, Black Star.

Around the same time, Elvis Costello and The Attractions did another rip into broadcasting from the angle of commercialization preventing Punk Rock from being heard on mainstream radio. In 1978’s “Radio Radio,” Costello used his appearance on “Saturday Night Live” in 1977 to plug the protest song into his live set to the behest of his label and the show’s producer Lorne Michaels. Talk about the proverbial middle finger to the entertainment business.

The duo of Donald Fagen and the late Walter Becker gave us the lead song from the movie “FM” and the associated album. “FM (No Static At All)” was signature Steely Dan for 1978 mirroring life along the higher frequency channels. The late 1970s was an absolute reflection of the musical spectrum, which Fagen and Becker captured perfectly. For Steely Dan, it was a song about what radio should represent – which may or may not reflect the movie itself. That is a topic of debate, of course.

In the days when commercial radio in the UK did not play everything, pirate radio was the way to broadcast the other forms of music to as many people as possible – before the government shut down their frequency. The Clash’s own “This is Radio Clash” was both a celebration and a call to action of its fans to keep pumping its music by any means necessary. It was a mainstay of Punk/New Wave radio back when it was released in 1981.

My early college years was crowned by the anthemic Queen track from the 1984 album The Works, “Radio Gaga.” It was actually a celebration of the art of broadcasting, through the soaring vocals of the late Freddie Mercury. If you want inspiration of where Queen got this song, look back at the Golden Days of radio – pre-World War II. I think there’s also an underlying appreciation for the radio business of the time that has kept them relevant and hit-worthy into the 1980s.

When was the last time a DJ saved your life? In 1982, a group called Indeep proclaimed that such a thing happened. This was done with a post-Disco thump. If anything, we remember this song with its bridge: “There’s not a problem I can fix/Cause I can do it in the mix/And if your man gives you trouble, just move out on a double/And you don’t let it trouble your brain/Cause away goes trouble down the drain.” That’s a lyric we can use sometimes!

From disco, we go to Hair Metal and a fandom song that fits the genre and its radio listeners. Pasadena, California-based Autograph beckoned its fans to “Turn Up The Radio” as loudly as possible. Probably best to watch the music video for this song to get the idea of the intent of this song.

There are many more songs either celebrating of vilifying the radio business in popular culture. There’s plenty to choose from, aside from above. If one theme comes out of these songs, it would the fact of radio’s presence in terms of introducing new music and inducing sales of copies of these songs.

Perhaps, that is how we remember radio and its paeans to the business.

My journey may be one of bandwagonism. One can call it as such. I believe it is a journey to find the right team to call one’s own.

Being a fan of a singular team may have been bred from birth or from some event that kept that relationship alive. Mine has always been about searching at the right moment for that one team to get behind and hope for a long-term fandom of it.

Sometimes it works that way. Others, not so much.

PART 3 – 1979

Every baseball fan can recall a special year in their lives. One memorable season that stood out as the year it all came together for your favorite team. What was yours?

Mine was 1979. For a Valley boy who already eschewed the Dodgers, it would be natural for a Steelers fan to embrace the other tenant of Three Rivers Stadium: the Pirates. Yet, there was no one on all sides of my family who lived in Pittsburgh. The closest anyone lived in the area was my mother and my grandparents. The Blooms lived in Cincinnati, one of the Pirates fiercest rivals. And, I have never been to Pittsburgh. That wasn’t until 1996, mind you.

Why the Pirates? Was it their uniforms? It may have something to do with it. Consider that they were ahead of their time with 18 different combinations between two caps, three jerseys, and three pants. The Gallbreaths, who owned the team during this time, threw the idea of a home jersey out the window.

It was more than just their uniforms. It was a collection of talent that I had the utmost respect and admiration for. Baseball fans knew how good Willie Stargell was. He still had power, but he was aging. In 1979, he became the ringleader of this motley crew known as the “Battling Bucs.” Just like Stargell, Dave Parker was a product of the Pirates farm system. The Most Valuable Player for the National League in 1978, Parker had immense power and played awesome defense from right field. Veteran slugger Bill Madlock complimented them on his own steady performance throughout 1979.

While the long ball played prominently in the Pirates game plan, their pitching helped out tremendously. Jerry Reuss, Don Robinson, John Candelaria, Jim Rooker and Jim Bibby joined veteran Bert Blyleven to create a tough starting rotation that made opponents cower. Perhaps the crowning touch was a bespeckled, meek-looking closer with a wicked sidearm delivery. Kent Tekulve was the ultimate closer in the game during 1979.

If the pitching or the long ball didn’t win for the Bucs, speed killed the competition. Omar Moreno was the speediest in the National League as he was among the stolen base leaders in baseball in 1979. If it wasn’t speed, then it was tenacious fielding as exemplified by Phil Garner, who platooned at both second base and shortstop.

In the middle of all of this was Chuck Tanner. The Pirates manager was part of a generation of managers who changed with the times and the style of play in the 1970’s. They were part old-time baseballers who were able to adapt to a leaner, faster game. They also came out of the integration of the game by Jackie Robinson and knew how to manage a diverse group of talent. Tanner was the perfect manager for this Pirates squad.

The Pirates had everyone on the edge of their seats in 1978 when they came from 15-1/2 games behind only to come close to knocking off the Philadelphia Phillies for the National League East title. However, the baseball critics were pretty skeptical about the Pirates chances of winning the division in 1979.

I knew the Bucs had the stuff of winners, so I followed them since Opening Day. As I graduated junior high, my mom treated me to two baseball games: the following Sunday at Dodger Stadium and the Wednesday afterward at Candlestick Park with my dad. The opponents for both games? The Pirates, of course!

In mid-June, the Bucs were on a critical West Coast swing where they were on a massive winning streak. After sweeping the Padres in San Diego, the Bucs came to Chavez Ravine and continued their domination over the defending National League champions. It was also Camera Day at Dodger Stadium and I got plenty of autographs and pictures. One was with Blyleven, who is now the color commentator on the Twins television broadcasts. On a cool, cloudy Sunday, the Bucs won completing their sweep of the Dodgers. I was on a plane to San Francisco the next morning.

My father never liked baseball. In fact, he had a heart attack the only time we were at Dodger Stadium as a family. As part of my visit with him in the Bay Area, he complied with my request to come with me on my first visit to Candlestick (now Monster) Park to see the Pirates beat the Giants on a sunny Businessman’s Special matinee, completing a West Coast road sweep.

When the All-Star Break came to Seattle, everyone wondered what kind of game the Pirates all-stars would bring to the Kingdome. As soon as the American Leaguers started hitting towards right, Parker was there. So was his arm. That mid-summer evening, Parker made some impressive throws to get runners out at third base during one inning and at home later in the game. He snagged the MVP award for the all-star game.

After the break, the Bucs were watched closely. They took the division handily and had an easy time in the National League Championship Series by sweeping the Cincinnati Reds. The World Series was a different story.

On paper, the Baltimore Orioles looked better than the Pirates. They were a group of veterans who had Series experience along with some of the better young players in the game. After dispatching the California Angels in the American League Championship Series, the O’s opened up the 1979 World Series at old Memorial Stadium. Both games were close; where the Orioles took Game 1 while the Pirates surprised the hometown crowd by taking the second game.

For those who thought it was going to be a cakewalk for the O’s were completely taken by surprise. For those of us who followed the Bucs all season long, winning one game in Baltimore before coming back to Pittsburgh was not unusual to accomplish.

When they returned to Three Rivers Stadium, the home crowd was amped. Stargell had a great idea to get the crowd pumping. Disco was waning, but one song would get 50,000 people dancing for the Bucs: Sister Sledge’s “We Are Family.” This song epitomized the Pirates. Stargell as “Pops” was the center of the “family” and everyone played together as one. To the beat of disco, one that was the anthem for the entire season, the Battling Bucs could do no wrong.

However, Games 3 and 4 became nightmares for the Pirates. In front of their home crowd, the Pirates seemed to almost concede the Series to the Orioles. Baltimore was up 3-1. No one in World Series history at this point has ever come back to take the series from such a deficit.

On Sunday, Game 5 at Three Rivers Stadium, Jim Rooker took matters into his own hands. He faced Orioles ace Mike Flannigan, which turned out to be the turning point of the series for the Bucs. While Rooker allowed only one Oriole run, the Bucs bats knocked around the best pitcher on the Baltimore staff for seven runs. Bert Blyleven closed out the game and quieted the O’s for good. With that key victory, the Pirates had to return back to Baltimore with hopes of accomplishing the impossible.

On a cold Tuesday night in October, the fans in Memorial Stadium were waiting for a coronation. What was supposed to be a celebration of the Orioles first World Championship since 1970, and retribution for their Series loss in 1971 to the Pirates, turned Game 6 into a dogfight. John Candelaria had his ups-and-downs for the season, but he laid everything on the line for a match-up with perennial Orioles ace Jim Palmer.

After six innings, no one scored and the Baltimore faithful were getting restless. Finally, Palmer took the brunt of the seventh and eighth inning hitting spree that yielded four runs by the Bucs. In turn, Kent Tekulve was brought in to pitch the last three innings against the O’s. Between Candy and Tek, the O’s were shut out of their chance to close the Series, forcing Game 7.

Earl Weaver’s team was backed into a wall. In the other clubhouse, a nervous Chuck Tanner wondered if game seven would be worth it. The only confident person in the room was Willie Stargell. “Pops” believed that the impossible was indeed possible. They faced another chilly Baltimore night in the old horseshoe on the North Side and a packed house of 52,000-plus Oriole partisans. This Series was about unlikely heroes, including veteran catcher Manny Sanguillen, who robbed the O’s in Game 2 with his key RBI. Sanguillen played alongside Stargell in the last World Series for the Bucs in 1971. Perhaps their old long lost teammate was sending angels down that night. When you talk about the history of this team, one cannot ignore the contributions of Roberto Clemente. That night, Clemente must’ve been singing backup with Sister Sledge.

Though it was not the most remarkable Seventh Game in World Series history, all it took was the bat of Willie Stargell, elected the Most Valuable Player for the Series and the eventual National League’s Most Valuable Player for 1979, to seal the deal for the Battling Bucs. In the end, the wiry, bespeckled sidearmer would put the 1979 season to an end. Kent Tekulve stood on the mound in the yellow jersey and the trademark black pillbox cap full of “Stargell Stars” in the bottom of the ninth ready to put a punctuation point to this dream season.

Although Pittsburgh truly belonged to the Steelers, deep down inside the hearts of Western Pennsylvania were always rooting for the Pirates. The late 1970’s put this rusting city on the map and paved its way for a renaissance. Just like the region’s quarterbacks, the 1979 Pirates have become part of the lore of the land where the Ohio River splits into the Allegheny and the Monghahelia.

Subsequent Pirate teams never matched the promise of this era. The Jim Leyland-led division champs of the early 1990’s, laden with the bats Barry Bonds and Bobby Bonilla, never matched the swagger of that 1979 team. After Dave Parker was snapped up as a Free Agent by the Reds, the Pirates just languished in the 1980s. Stargell returned before the end of the decade and was enshrined in the Baseball Hall of Fame. Pops died in 2001. It was one of the saddest days in my life seeing one of the biggest heroes of my childhood passing away.

This is perhaps why I use the 1979 Pirates team as a benchmark for any subsequent teams that fall into my radar. The impact that team made at the right time in my life was incredible. To me, that’s a team. Athletes were characters thrown together into clubhouse sharing only a common goal: a championship. Whether they succeeded or failed in pursuit of that goal, you always remember the personalities and the atmosphere of that clubhouse.

Part 4 – 1987

The heartbreak of 1978 made me a fan of the San Francisco Giants. After my first encounter with Candlestick Park a year later, I wanted more experiences inside the Croix de Candlestick. The Giants were the team of McCovey, Mays, and Marichal and solidified their place in the Bay Area. They did so before Charlie Finley brought Connie Mack’s old Athletics from Kansas City across the bay to Oakland.

In the 1980s, the Giants searched for an identity. Real estate magnate Bob Lurie ran the team and spent the money needed to make that team competitive. He also took risks. His General Manager Tom Haller invited many people to San Francisco; put together a winning team only to be disappointed. They came close. In 1982, after inviting Frank Robinson to manage and Oakland native Joe Morgan to wear the black-and-orange, they achieved their first .500-plus season since the 1978 pennant run. They also became the catalyst of yet another history-changing duel with the Dodgers. In fact, a Joe Morgan home run against the Dodgers gave the Atlanta Braves their first divisional title since 1970.

Always the spoiler, the Giants had not enjoyed the spoils since 1971. They were due.

In 1987, I left home for the first time. I lived in the house I grew up in for far too long. I was 23 and ready for life away from Reseda and L.A. I came to San Rafael a bit green on experience but had a few things that kept me going through the rough times. One of them was the Giants. I wore my Giants cap and jacket dutifully. I had my jersey as well that I wore on occasion. I was a true “humm-babe!”

“Humm-Baby” is a baseball term that is used for encouragement for the players out in the field. This was a term widely used in and around baseball. Roger Craig used this term quite frequently, especially through the breakout 1986 season. The Giants marketing and promotion staff loved how Craig used it, so they adopted it as their slogan for the 1987 season.

The hiring of perennial pitching coach Roger Craig as manager in the mid-1980s brought questions by the Bay Area media whether he can muster a division title from a team built for the long ball. In his arsenal were veteran Jeffrey Leonard and a young Will Clark. While they talked about the Bash Brothers across the bay, these two were capable of smashing balls through the swirling winds of The Stick over the fence.

To complement the hitting, the Giants lacked strong pitching. General Manager Al Rosen went to work prior to the trade deadline and scored two veterans with post-season experience: former Pirate Don Robinson and the steady Rick Reuschel. Rosen also engineered a blockbuster deal with the San Diego Padres bringing power hitter Kevin Mitchell along with pitchers Dave Dravecky and Craig Lefferts.

The Giants began as they ended in 1986. They achieved their best April since moving west, with a .696 winning percentage. Despite going through yet another one of their famous “June Swoons,” the Giants blazed towards the National League West pennant by galvanizing the new additions to the team and creating a string of victories through the rest of the summer. By mid-September, the Giants finally achieved their goal by clinching the first divisional flag in 16 years.

San Francisco and the rest of the Bay Area were already used to winning teams. The 49ers have been dominant throughout the decade and prompted two huge impromptu victory parties on Broadway just above Chinatown. There has been a generation of Giants fans who never experienced the clinching of a division title. As a new resident, despite being the third generation Schwartz/Stern living in Marin County, this was a welcome housewarming gift that any baseball fan would love.

Going into the playoffs, the St. Louis Cardinals were waiting for the Giants. The Cards had the best record in baseball and the strongest lineup in the sport. Only manager Whitey Herzog had the pulse of a winner, but Roger Craig and the Giants seemed ready for the challenge. Or, were they?

In July, the Giants swept the Cardinals in a four-game series, but they ended the season with a mix of interesting wins and losses. Usually, the momentum goes with the hotter team. In this case, it was the Cardinals that had the momentum coming into the National League Championship Series. Even with the split in St. Louis, the Giants came home to the Stick ready for a ticket to the World Series. Jeffrey Leonard trotted his “on-flap-down” home run stride at Busch Stadium in game two. Giants fans had Leonard pegged as the one to bring the Series home.

After a Game 3 loss in the NLCS, the Giants rattled off two key home wins to force a possible clincher in St. Louis. So far, Leonard already hit a homer in every game of the series, except game 5. Kevin Mitchell did the honors.

As soon as they arrived back at Busch, the runs just stopped. The Cards took advantage of the Giants power hitting by tossing nothing but heat at them. In the end, the 7 game series went to the Cards. Conversely, for the final 22 innings of the 1987 NLCS, a Giant never reached home plate.’

Perhaps it was karma that the Cards would subsequently lose to the Minnesota Twins in the 1987 World Series. Karma indeed, by naming Jeffrey Leonard as the NLCS Most Valuable Player for his home run hitting streak. Yet, karma never stopped Giants fans to consider that they have an awesome team on their hands. They were strong enough to return back to the NLCS in 1989 (without Leonard) and punch their ticket to their second World Series since leaving Coogan’s Bluff. The victim wound up being another team hungry for the Fall Classic: The Chicago Cubs.

The “Humm Babes” of Candlestick Point were a classic ballclub only old timers would appreciate. Those who love McCovey, Mays, and Marichal also had a fond affection for Will the Thrill, Mitchell, Leonard and the amazing Dave Dravecky. Dravecky suffered a cancerous tumor in his pitching arm. After surgery, Dravecky made a stunning comeback to show that he can overcome a dangerous surgery to pitch again with the Giants.

My run with the Giants became a series of disappointments. As a Giants fan would say “the same ol’ Giants are back!” Losing the 1989 World Series, even after surviving the Loma Prieta earthquake that interrupted the start of Game 3, was the ebb of the downward spiral of the team. It would not be until the arrival of the native son, Barry Bonds when the Giants would return to prominence.

Yet, these are not my Giants. Maybe time will enable the teams of the 1970s and 1980s to remain in my memory bank while the latest editions fight it out in a place I am unfamiliar with. Time and distance enable the memory to grow fonder for the days of simplicity.

I can still hear Roger Craig say his famous “humm baby” somewhere near a ball field.

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2018 Mitsubishi Eclipse Cross SEL Touring – All Photos by Randy Stern

No, sorry, Mitsubishi is not on its deathbed. Far from it.

There are two reasons why. One, Fred Diaz is taking over as the head of its USA operations. As of April 1, the Texas-born-and-bred Truckmaster General will shift from Nissan’s North American headquarters in Franklin, Tennessee to Mitsubishi’s Cypress, California center.

Since witnessing Diaz at work, I have absolute confidence that he will spur on further growth in a brand that still has the hearts of enthusiasts and a small core of owners. Diaz will be in the mix of a program that Renault Mitsubishi Nissan has undertaken for 2022 to further streamline operations and product development that will include a lot of cross-cooperation for technology and engineering across all three members of the Alliance.

If it means a complete overhaul of the Mitsubishi lineup, so be it. I have a feeling Diaz will facilitate the next generation SUV and small car products. Could we see an expanded lineup featuring larger, more capable SUVs, a pickup truck, and other sedans/hatchbacks? Not sure what the future will hold, but I have a feeling we’ll see some exciting stuff coming from Diaz’s team running up to 2022 and beyond.

The second reason is the 2018 Eclipse Cross compact SUV. This is Mitsubishi’s newest addition to the lineup worldwide. In the USA, it signifies its presence in a hot segment by being completely different in design, engineering, and overall product approach.

I had the chance to drive one briefly. I know you are all curious as to what I thought about it…

First, this will be a winner for Mitsubishi. There are many reasons that I come to this conclusion. Some are obvious. Why don’t I talk you through all of this…

Looking at the exterior, you try to find what the rear end will remind you of. Don’t. I already heard and thought of equivalents to the Pontiac Aztek, Volvo V90, and Toyota Prius. If we must focus on the coupe-like rear end with its split rear window, then we need to throw all reminders out the window. It is not different, but maybe better executed. Below the lower glass is a three-dimensional panel housing the license plate and badging. The rear bumper sets it all off. Yet, the main thing to look at is the lighting assembly that goes down the edge of the liftgate but splits off the two panes of rear glass with a light bar effect. This includes the middle brake light.

The profile does not warrant a piece of glass for the rear quarter pillar of the roofline. The rear blind spots may be questionable, but the rear glass area does make up for any shortcomings from the side area. Perhaps we should face the fact and kiss the rear quarter glass goodbye since they have become useless over time in smaller SUVs. On the flip side, the profile gives the Eclipse Cross a really cool look with its fastback roofline.

Step inside to what will be the best interior on any Mitsubishi in decades. This is a heck of a pronouncement but considers where Mitsubishi has gone since before it instituted Project America back some time ago. The quality is up, and the switchgear and readouts have improved. The trackpad on the console is much more intuitive than the one seen on several Lexus models. It has more functionality and finger control recognition than you think.

This is the first time we see Mitsubishi work with a tablet-like infotainment screen. From the touchpad, you can control this very intuitive screen, including smartphone connectivity functions. The content on the screen alone tops plenty of the Eclipse Cross’ competitors. Rockford Fosgate provides a cleaner sound than other Mitsubishi models equipped with similar audio options. That was the biggest surprise of them all!

More so was the surprise from under the hood. The 158-horsepower 1.5-liter turbocharged four-cylinder engine provides nominal lag from the turbo and ample power across the rev band. It also helps to have a superb low end – rated at 184 pound-feet of torque. The continuously variable transmission works superbly with this engine and Super All-Wheel Control adds better traction in every condition and surface.

Where the Eclipse Cross will win you over is in the suspension. The ride is fine, but the cornering ability will excite you. It handles superbly by providing aggressive feedback through the turns and keeping an even keel in evasive maneuvers. The brakes are good with a solid pedal feel and stopping power. The steering is also sharper than the rest of the Mitsubishi family. In all, the Eclipse Cross offers a better driving experience in its class.

Pricing for the Eclipse Cross starts at $23,295. Our tester was the top-of-the-line SEL model, which is priced from $27,895. Our tester also had the Touring Package which adds another $2,500 to the sticker price.

A quick drive can yield so much. I am looking to get one in for the standard evaluation period to see if these initials impressions hold up. A lot is riding on the Eclipse Cross for Mitsubishi to help grow this brand again. You can hire a proven and successful leader to run the company, but you need the product to make his/her job easier.

However, the Mitsubishi Eclipse Cross represents marked and positive progress for a lineup that needs every bit of help it can get. This is the kind of vehicle Diaz needs to help foster Mitsubishi’s continued upward trajectory towards turning the brand around in time for the 2022 Alliance project date.

For those of us who simply want a small, fun SUV and not worry about who’s running the company or sales figures and their impacts – just pick up one at your local dealership. I think you will enjoy driving the Eclipse Cross more than any Mitsubishi in recent history.

Often at times when I write about sports-related subject matter, I’m always drawn back to my roots. You live long enough to retain vivid memories of important days that shaped the positive parts of your life and it becomes more than points on a map. Those memories become part of your history, rich in the moments you embody as you walk through life.

Every time I write about the game of baseball, a sea of memories floods in. It is quite hard to decipher which memories to express for a particular piece. You want to write about a single moment, yet a thousand other moments come to mind. The essay becomes a jumbled mess of facts without any focus.

As I stared at the screen wondering what I should write, I had an epiphany. It came in a very simple question.

PART 1 – 1975

“What was the one moment that hooked you in on the game of baseball?”

After taking this under consideration, one moment did stand out as the point of no return in regards to my love for the game. I better explain further.

Growing up in Reseda, those of us who lived in Los Angeles County were indoctrinated into the realm of Dodger Blue. Ever since the Bums arrived in 1958, they were the only the best show in town as far as sports entertainment went. Hollywood supported the Dodgers through three World Championships through 1965. So did everyone else.

In 1961, the Angels began to play at rickety old Wrigley Field in South Central L.A. As the junior leaguers soon found out, L.A. was not an American League town. When you had Sandy Koufax and Don Drysdale holding court on the mound up near Chinatown and Echo Park, anyone wearing the red halo embroidered on their navy blue caps might as well have that halo worn crooked.

Prior to October 1975, the Dodgers represented the National League in the World Series five times since arriving out west. The Angels since moved from Los Angeles County into Anaheim behind the Orange Curtain. They never placed better than third in any pennant race through this time.

By this time, I was an 11-year-old who became sick of the Dodgers and of the National League. I wanted some excitement when it came to the Fall Classic. Despite the fact that the A’s won three Series in a row, it still didn’t even pique my interest. In 1975, the Big Red Machine arrived at the Series for the second time since 1940. In lieu of a Dodger repeat as National League champions, mom was pleased to see her old Reds return in the fall.

Then, there’s the Boston Red Sox. The curse was still on for the Sox and the fans back in Boston had not forgotten about the disappointment of the 1967 World Series. Keep in mind this was before Bill Buckner separated from the Dodgers thanks to Free Agency, the word “idiot” was considered a bad word around New England and the concept of piping Celtic Punk into Fenway’s PA system was out of the question.

The 1975 World Series had been remarkable through the fourth game. At Riverfront Stadium, the Reds took the Series’ advantage by winning the Fifth game handily. The next morning, every newspaper in North America already crowned the Reds as the World Champions of 1975.

The following Tuesday night, the awarding of the Commissioner’s Trophy almost happened at Fenway Park. In one of the best games ever played in World Series history, the Sox and the Reds traded leads and finally tied each other into extra innings. It was late in Boston, but just before my bedtime in Reseda, when a pudgy catcher from Vermont came up to bat in the bottom of the twelfth inning. Reds reliever Pat Darcy served up the fatal pitch. Carlton Fisk took it up to the Green Monster. From Fisk’s standpoint, it went very far along the line. No one knew for sure whether it will clear the foul pole towards the right. Fisk waved his arms in hopes it would stay fair.

It stayed fair. The Sox survived elimination.

And, on that night, my baseball life changed.

Part 2 – 1978

When you peruse the record books and stumble upon the mention of the 1978 World Series, you will notice that it featured the previous year’s opponents: The Los Angeles Dodgers and the New York Yankees. Certainly, it was destiny that motivated both teams to the 1977 Series. Perhaps in the case of the Yankees to become World Champions again after a 15 year gap. However, the following season began with the notion that once destiny is achieved, it does not last forever.

In fact, both the Dodgers and the Yankees almost did not repeat as league champions in 1978. Both teams were embroiled in the fiercest pennant races ever during the 1970’s. For one team, their manager his job, but made a hero out of a guy named Bucky Dent. Would you imagine a World Series with the Boston Red Sox and the San Francisco Giants? How about the Sox and the Philadelphia Phillies? Considering the state of baseball during that season, these possibilities almost became reality.

By the beginning of June 1978, both the Red Sox and Giants had commanding leads in their respective divisions. The Dodgers were as far back as third behind the Giants in the National League West, while the Yankees bounced between second and third in the American League East. Could it be a coincidence that these two hotly contested pennant races featured their worst division rivals vying for the same flag?

Boston fans wanted nothing more to take the place of the rival Yankees at the World Series. With the memory of the 1975 World Series seventh game loss clear in everyone’s minds, it seemed that the Red Sox were prepared to deliver with their finest roster in years. Jim Rice was clearly the American League’s top slugger during the regular season. His power alone complimented veterans such as Carl Yastrzemski, Carlton Fisk, and Dwight Evans. Fred Lynn continued to provide excitement out in the field. On the mound, there was no one meaner than “El Tiante,” the fiery Luis Tiant who had no love for batters and fans alike. Before he became one of the finest relievers in baseball, Dennis Eckersley was just as feared as a starter for the Sox.

The irony of Don Zimmer managing the Sox in 1978 would be that he would end up a winning Yankees coach 20 seasons later.

With a team such as the Red Sox, the Yankees knew they were in trouble. The Yanks retained most of their World Champion lineup from 1977, including manager Billy Martin. George Steinbrenner, the Managing Partner of the club, wanted nothing less than a repeat of the last season.

They were as far back as 14 games behind the Red Sox. After a dugout altercation with Reggie Jackson, one that was caught live on television, Martin resigned as manager on July 24. Baseball mainstay Bob Lemon was brought in to replace Martin the next day. On Old Timer’s Day, a mere five days later, the fans in New York were given a huge surprise. Steinbrenner announced that Martin will return as manager in 1980, moving Lemon up to General Manager.
Whether Steinbrenner’s move on Old Timer’s Day or the arrival of Lemon was the catalyst of an incredible comeback, it ended up forcing a one-day playoff on October 3 at Fenway Park. On one swing from Dent, the dreams of New England’s faithful were again washed away in tears.

As rivalries go, the Dodgers and the Giants can get just as ugly. Even to manager Tommy Lasorda, there was nothing wrong with the Dodgers. They only added the powerful Burt Hooton, whose arm alone complimented the starting rotation of Don Sutton, Tommy John, Rick Rhoden and a young phenom by the name of Bob Welch. The nucleus of the Dodgers remained intact, especially the infield of Steve Garvey, Ron Cey, Davey Lopes and Bill Russell.
Before he became a World Series manager, Dusty Baker patrolled left field in Dodger Blue. It is ironic that he would lead the rival Giants to the 2002 Series.

By contrast, the 1978 Giants were mainly a youthful bunch with two Bay Area icons standing tall: Willie McCovey and Vida Blue. Managed by Joe Altobelli, who would become the National League Manager of the Year that season, the young Giants were hungry and ran out of the gate early much to the behest of the fans to the south. Jack Clark was a relative unknown until he flexed his power swing at National League pitching. Clark and Bill Madlock provided a one-two punch that kept the Dodgers and everyone else at arm’s length for most of the season. Soon, the other Giants started getting notice with names of Johnnie LeMaster, Ed Halicki, Jim Barr, Mike Ivie and Terry Whitfield.

However, it all came down to a four-game series at Candlestick Park in early August. The Dodgers were within reach of the Giants but needed to leapfrog the Cincinnati Reds in order to get to the division leaders. On Thursday night, the opening game of the series, it all came crashing down. With a 4-3 lead going in the top of the ninth, the Giants were two outs away. With Barr on the mound, Lee Lacy came up to pinch hit for reliever Charlie Hough.

Lacy hit a fly ball into right-center field, where Clark and Larry Herndon gave chase until they both collided into each other. Herndon had the ball, but upon impact of the turf, the ball simply rolled out. No one came to cover the ball as both Clark and Herndon just lay on the ground, knocked out. Lacy tied the game with an inside the park home run, as ruled by the umpires.

The Giants went on to win the game in the bottom of the ninth, but the team was never the same after that point. The Dodgers seized the division lead by the following week while the Giants took a freefall into third at the season’s end.

In retrospect, these pennant races provided the drama that makes baseball what it is today. The unexpected drama that almost prevented Bob Welch from being a hero by striking Reggie Jackson out in game 2 of the 1978 Series. Even Reggie being at bat almost happened. Ultimately, these two men survived the roughest of pennant races to face each other that night at Dodger Stadium.

Yet, we are reminded that in the game of baseball anything is possible. Especially the events that almost happened.

Auto shows used to be a big thing for me. While I go to them to do work, I used to think that work was fun. Not anymore.

It’s work. Mining stories for content. Finding meaning in the event. Coordinating write-ups, photography, videos, and driving social media to all content. Then, there’s the physical aspect of being there – walking, running, talking, taking photographs, absorbing information, and so forth…

Not that I’m complaining. Yet, I feel like I am. There is a reason why this perception is somewhat real.

We have been accused of being jaded once we reach a certain point in our career. Frustration is a factor. The routine and the grind of it is another. Once you become jaded to the point of being numb to any news story or vehicle launch – you might as well change careers.

What I want is to make this work fun. It is work, after all. But, why can’t it be fun again?

Specifically, why can’t auto shows be fun again?

You can say “the fun is what you put into it.” True. Still, I want to be able to walk the floor of a convention center with a spring in my step without worrying about new blisters on my feet and the wardrobe I must wear for the big media shot.

On Saturday, March 10, the Twin Cities Auto Show will re-open inside the Minneapolis Convention Center. It will be bigger than ever, with new exhibits, more Ride-and-Drives, more interactive displays, and more involvement by…ehem…yours truly.

How am I going to make this fun this year?

For one, I brought in my colleagues from slashMedia into the Media Preview this year. There is no set content I will be asking for. It is their local auto show to create content for their portfolio to help drive new clients for their services.

Secondly, I will be bringing in a group on the following weekend. My new role with the Upper Midwest Great Northern Region of the Lambda Car Club International leveraged a date for the club and other interested folks to tag along on St. Patrick’s Day for a day at the auto show. My role is part-proctor, part-I’m going to do all the things I want to do during a public day. They just follow me…hopefully.

Lastly, I have absolutely no agenda for this auto show. I already did what the Minnesota Automobile Dealers Association/Greater Metropolitan Automobile Dealers Association has asked me to do. I engaged with the auto show’s public relations firm, as to what I needed from them.

In turn, I’m grateful that I am a primary local media source for the show among the printed/electronic press. It took several years to accomplish this. I am the first to get press releases and to engage with the show’s producers. I attend the roll-in the day before the public opening and Media Preview. I try to be a guide for other media…not often, but I’m there.

All of this is great, but I always feel that I should do more.

But, how can I do more when I (a) do not have the largest reach of any credentialed member of the automotive media in this region, (b) does not work for a more prominent media outlet than Lavender Magazine, and (c) has been very disappointed by some turn of events regarding his own work?

Let me say this: I am hard on myself. I take things personally. Yet, I am a creative person. Last time I checked, most of us wear our hearts on our sleeves. We put our work out there with every intent on getting in front of people and paying patrons. I am also a stubborn ass. I know my limitations and try to stretch them when I can if the results are indeed achievable.

I am also fearing my age and health. At 54, I am not as sprightly, energetic, and enthusiastic as I once was. I also lost the patience of plenty of people in the enthusiast community recently to spurn further away from participating in it.

Aside from all this, I was told by the lead PR person at the Twin Cities Auto Show that I am on the top of her communications reach when it comes to matters concerning this show. It took years to get to this point, and I am very grateful for this.

Jit also motivates me to accomplish the work of propping the Auto Show for enthusiasts and non-enthusiasts alike – and for you. The bottom line is this Twin Cities, Greater Minnesota, and Upper Midwest market matters. We need a robust Auto Show to engage consumers, car lovers, and everyone. Between the new ballroom space, the Hurst Heritage cars, and the expanded Ride & Drive offerings, the time is right for this market to be delivered this kind of Auto Show experience.

Regardless, you have to go. It all starts Saturday, March 10 at 10:00 AM at the Minneapolis Convention Center. Look for stuff on here from it.

Should we continue to excuse the current economic climate for anything pertaining to the automobile industry?

I’m sure we all have an opinion about this. The facts are staggering with auto sales down as high as 50% and more for some manufacturers. Companies are struggling to gain traction as reorganization filings begin to add up on some of the smaller firms. Larger firms are trying to be creative to hedge against the disaster created by the greedy tards running the banks, Ponzi schemes and anything else tied to the economic engines running this planet.

One needed to walk into the Minneapolis Convention Center this weekend to see what’s happening currently to the automotive world.

The Greater Minneapolis/St. Paul International Auto Show used to have more space and more exhibitors. Noticeably absent were Mitsubishi, Maserati, Bentley and Suzuki from the convention hall’s floor. Rooms full of customized vans, SUVs and such from local leaderships, including the significantly reduced Denny Hecker chain, were also absent. For some vendors, you had to go upstairs to find them in years past. Not this year.

When I arrived at the convention center, with downtown Minneapolis teeming from the NCAA Men’s Division I Basketball tournament played at the Metrodome and the girl’s high school basketball championship at the Target Center, it would be ideal for the auto show to ignite some attendance and interest in what’s new on the horizon.

If you were like, you would be disappointed by some of the details.

First, they moved the display for the local debut of the 2010 Toyota Prius to the back of the hall. While they had a Fit and a Pilot on stages, Honda puts its new hybrid Insight on the floor with the velvet rope around it in what I consider unceremonious behavior for the carmaker. To add to the absentees, Twin Cities’ automobile enthusiasts (and other gawkers) were not given a chance to check out the Chevrolet Volt, Chevrolet Cruze, Ford Fiesta, Kia Forte and the Volkswagen Rabbit/Golf Mk6 viewed in Chicago and elsewhere.

Instead, we were treated to some goodies and some stuff this market needs to see. My picks of the good and interesting are as follows:

2010 NISSAN CUBE: The rush to sell cute compacts continues in this country. Following Toyota’s lead with the Scion brand, the appetites for Gen-Y and younger Gen-X consumers wanting choices for neo-coolness are being whetted. The Cube is in its second generation equipped with the Versa’s 1.8litre engine and drive train. The vehicle is quirky, but it’s going to work. However, don’t expect the younger set to buy the lion’s share of them. Toyota and Honda found out that by selling cool vehicles, such as the Scion xB and the Element respectively, most of the buyers were over 40 years old. The Cube’s price point will help tremendously, even if it meant seeing Versa and Sentra sales cannibalized for each Cube sold.

2010 KIA SOUL: The Japanese aren’t the only ones playing this game. The Koreans added a cute little number, based on the Rio platform. North Americans not only get the same 1.6ltre mill as in the Rio, but the added flavor of the new 2.0litre motor due on the upcoming Kia Forte compact. It is a roomy device up front; through the steering wheel could be a tad larger. I also heard that the new 2.0litre does not match well with the 4-speed automatic gearbox. Still, the price point will win buyers looking for inexpensive cool during a recession. The issue would be sales of the Rio, already a recession hedge in the market. People looking for more room will step up to the Soul. My concern would be that the marketplace would forget about the similarly priced Forte with the Soul grabbing deliveries at the local Kia dealer.

2010 HYUNDAI GENESIS COUPE: My love for the big Genesis sedan is well documented in this blog. However, I need to ask “what about the new rear-drive coupe of the same name?” If I was an honest sports car man and didn’t care about how low my butt would be to the ground, then I’d say “Let’s take this mutha up to the Brainerd International Speedway and make like the Stig in it!” While the rest of the auto show patrons went ga-ga over the 2010 Chevrolet Camaro, I examined Hyundai’s new coupe a bit more closely. Of course, the choices are tough as to which one to go on this power trip. No matter which one I choose, what I do get is a serious coupe with a rear seat that can play dirty with those without a rear seat. Sorry, Nissan, love the Z, but I must tackle BIR in a 3.8litre Track model – with the 6-speed auto-box, of course!

2010 INFINITI G37 CONVERTIBLE and 2010 LEXUS IS350 CONVERTIBLE: If we truly needed another set of drop-tops in today’s economy! However, if I must choose between the latest premium cabriolets, it’ll be the Infiniti. Why? It’s based on the coupe, not a sedan! I cannot understand why Lexus choose to slice the roof off of the IS sedan and remove a door on each side for the sake of playing tag with BMW and Audi. The Infiniti, however, is a better package. It needed an open-air coupe, the first in a very long time for Nissan’s premium brand. The Skyline platform is already versatile enough for the roof-atomy, having been primed for the upcoming Nissan 370Z convertible (the Skyline also serves as the basis for the Fairlady – ehem, Z). Why not, right?

2010 BUICK LaCROSSE: The latest word from the Renaissance Center is that future Buick offerings may be sourced from GM Europe’s products. In China, the new Epsilon II platform has already been translated to the new Buick Regal (i.e. Opel Insignia). The new LaCrosse shares the same platform as the Insignia/Regal, but includes its own nips and tucks for North American consumption. Can you say “further reduction of the average age of Buick’s customers?” I can. This new sedan’s got a lot of promise, but I fear that the traditional Buick customer (i.e. Senior Citizens) will not like the Eurocentric sedan. My concern is that the same doorframe architecture and tight (for my large frame) behind-the-wheels quarters of the Chevrolet Malibu and Saturn Aura will prevent me from driving the new LaCrosse. Granted, this may not be the car that will divert GM from Chapter 11, but Buick now has something worth looking at in a very competitive market segment.

2010 LINCOLN MKZ: The hype surrounding the new Ford Fusion Hybrid is infectious at Dearborn. With the midsize models primed for updates, nothing speaks “update” than its luxury triplet, the Lincoln MKZ. The key to the revision is the dual-wing grille design from the MKS, the new design signature for Ford’s luxury brand. The new design signature looks downright scary on the new Ford Flex-based MKT, but it simply looks fabulous on the sedan formerly known as the Zephyr. It needed a styling boost that surpasses the Mercury Milan’s new rhinoplasty for 2010. I even like the MKZ over the Fusion’s new style for 2010. Why? For Ford to justify Mercury’s demise (did I say that out loud?), you have to make further distinctions in the Lincoln lineup than of Ford’s. The design signature up front helps as does some added MKS-inspired touches inside. There’s only problem: Can Ford justify the almost-$36,000 price tag for this thing? Not if I can spend the same money on a Hyundai Genesis V6 sedan.

As a side note, I saw some of my local Bear brethren at the auto show. A couple of them ended up hanging out with me, with one in a serious shopping mode. His situation is that he wants to get rid of his GM mid-size SUV, but wants to keep the towing capacity for his 14-foot boat. His thought: A Cadillac Escalade Hybrid. It was way out of his price range. I showed him the STS sedan. Still a bit more coin than he’s like to spend. Then, I showed him the Hyundai Genesis sedan. He liked it enough to want to test drive one. One thing he will need to ask is towing allowance and warranty backing with towing equipment installed on the car, which is not entirely known for the Genesis sedan.

Don’t let my concerns about the economy and the automotive industry prevent you from going this week or to any auto show remaining on the schedule. New Yorkers may get a lot more shortly as a series of debuts will hit the Javits Center. I am enviously, but, hey, that’s how the industry is playing this recession.

Besides, my fellow Minnesotans may want to check out one of a few running examples of the Hudson Metropolitan on the floor at the Minneapolis Convention Center. What is a Hudson Metropolitan? Just got to show and see for yourself!

Where do I begin with my brief visit to the Auto Show at the Minneapolis Convention Center this evening? How about…something old? There are plenty of familiar vehicles on the floor I hate to be jaded, but I begin to feel that way when I see a multitude of vehicles, I’ve driven, sat in or averted my face. However, Chrysler rolled out some vintage vehicles to help point folks toward contemporary versions of these old flashy ladies.

What about something new? There’s plenty of that to report! Where to start…ah…you can check out at the Audi R8! I did not expect Audi’s attempt to undercut its Lamborghini cousins to show up in good ol’ Minnesota. Maybe it’s there because no one seems to find where the Maseratis are on the floor. The Saturn Astra showed up at the right time! They look like it will lead the charge for the Opelization of GM’s cool brand. I do need some wheel time in one when they come out. The new VUE is there as the Green Line. Score one for GM! Over a few paces was the Pontiac G8. When was the last time you saw a Holden in Minnesota? It’s hot, folks! Add the revised MINI Cooper…Oh My God! It’s actually roomier than the first generation! Not to mention the top line of the windshield is higher! I can see traffic lights above me! Oh, but, snap! The Volvo C30 is also utterly amazing for an upscale city car! The room, the outward vision…the all glass hatchback! *sigh*

OK, something borrowed…the new Ford Taurus! I wrote about this…and, now, seeing it up close confirmed everything I wrote about it.

Lastly, something green! After driving the new Ford Escape, I simply fell in love with the Mercury Mariner Hybrid. Not that I would turn my nose at the Escape Hybrid, but I happen to like some of the Mercury’s details better. Did I miss the new Mazda Tribute by chance? Maybe it was hidden from those CX-7s and CX-9s. I would’ve loved to see if they rolled out a Tribute Hybrid.

As for some other things, I finally sat in a Toyota Yaris Liftback. I am truly amazed at the room and can confirm that it is indeed a lower income person’s MINI Cooper. However, the MINI drives much, much better than the Yaris! Despite my complaints last year about the Honda Fit, if I sat in the Sport model, then I can say that the Fit does indeed fit!

Now, if you obey the R8 above and follow it to the Minneapolis Convention Center, it will let you see its interior! But…wait! The R8 looks quite upset…you better be nice to him!

The show runs through this weekend.

]]>http://www.randystern.net/tc2007/feed/0Twin Cities 2006: Wasn’t I Glad I Made It To The Auto Show This Year?http://www.randystern.net/tc2006/
Tue, 06 Mar 2018 12:00:53 +0000http://www.autumnbridge.com/resedabear/wordpress/?p=138
I was a bit hesitant about attending this year's Auto Show at the Minneapolis Convention Center. Now, why would an automobile enthusiast become hesitant to attend their local auto show?
Personally, I have not owned a car in 13 years. There's always a desire, but this desire is being explored a bit. If you consider the rising cost of automobile ownership and the instability of gas pump prices, my hesitation could be justified. Certainly, car sharing programs and the occasional rental car may fill that void as a money saving way to evade the trappings of car ownership.
However, I love cars and the Auto Show always gives a good sampling of what is out on the local market. That alone made the decision to attend this year's Auto Show a good one.
When I was en route to the Convention Center, I presented myself with a question: if I were in the market for a new car, what would I consider? The fact that I live in an urban setting, a small, entry-level car would make sense. Something that would be maneuverable in city traffic with a roomy driver's area and ample cargo space for groceries and the occasional IKEA run. The only drawback with these cars would be in regards to performance in winter weather. Considering the amount of snow the Twin Cities got this week, any car would get stuck in the snow…especially a small one.
The perfect urban vehicle, at least from my experience is BMW's own MINI Cooper. As desirable as the MINI would be, the $19,000 price tag would be out of my price range. Besides, the windshield-upper-edge-to-eye-level issue would become a problem in the long run. In lieu of the MINI, there are worthy alternatives that will save me thousands of dollars instantly. Continue reading →]]>Tweet

Photo by Toyota Motor Sales U.S.A.

I was a bit hesitant about attending this year’s Auto Show at the Minneapolis Convention Center. Now, why would an automobile enthusiast become hesitant to attend their local auto show?

Personally, I have not owned a car in 13 years. There’s always a desire, but this desire is being explored a bit. If you consider the rising cost of automobile ownership and the instability of gas pump prices, my hesitation could be justified. Certainly, car sharing programs and the occasional rental car may fill that void as a money saving way to evade the trappings of car ownership.

However, I love cars and the Auto Show always gives a good sampling of what is out on the local market. That alone made the decision to attend this year’s Auto Show a good one.

When I was en route to the Convention Center, I presented myself with a question: if I were in the market for a new car, what would I consider? The fact that I live in an urban setting, a small, entry-level car would make sense. Something that would be maneuverable in city traffic with a roomy driver’s area and ample cargo space for groceries and the occasional IKEA run. The only drawback with these cars would be in regards to performance in winter weather. Considering the amount of snow the Twin Cities got this week, any car would get stuck in the snow…especially a small one.

The perfect urban vehicle, at least from my experience is BMW’s own MINI Cooper. As desirable as the MINI would be, the $19,000 price tag would be out of my price range. Besides, the windshield-upper-edge-to-eye-level issue would become a problem in the long run. In lieu of the MINI, there are worthy alternatives that will save me thousands of dollars instantly.

For starters, Toyota’s Scion brand has a real fun car, the xA hatchback. I drove one back in 2004 in Chicago and loved the fun factor in this car. For a five-door, I have plenty of room and great outward vision. There have been some changes over the 2004 model, some even better visually. It is still a comfortable place to drive through town, which I am glad that has not changed! The size is right for urban driving. Though, I’m practically sold on the Scion, it now has some company to choose from.

Toyota introduced the Yaris, its global subcompact, to the USA. I like the look and can count on Toyota quality inside. What I wanted to do was to sit inside, in which the car was locked. That didn’t give me a good impression of the vehicle, but I may still consider it. At least they’re coming sometime soon.

Kia reinvented the Rio subcompact to better results. It is a much better car, but it just felt cheap. I also felt cramped in the four-door sedan behind the wheel. It left me with a not so good impression.

Meanwhile, Hyundai rolled out a new Accent. After my experience with its cousin, the Rio, I opted to try the new three-door hatch. I loved it! Compared to the Rio, it used better grades of materials and had a much more comfortable seat. I did drive the previous version of the Accent and loved it. Heck, the 34MPG fuel economy loop sold me. When it arrives later this summer, the hatch would be a great inexpensive alternative to the MINI Cooper.

But, not so fast! I was quite impressed with the Nissan Versa. Well, the “product specialist” was very enthusiastic about the car, which has a lot of promise. Considering it shares a common platform with Renault, Nissan has some French influence in the styling, which I like. It also boasts a more powerful motor and plenty of options in its market. The orange peel effect on the bright blue paint of the C pillar concerned me, but knowing Nissan’s track record with build quality, that should not be the case when production models arrive at the dealerships in June.

What warmed my heart was to see and experience the fifth generation Volkswagen Golf. We have been waiting for this for a long time and it is worth the wait. It is very roomy and un-Jetta-like. Not that I’m not feeling the Jetta, but my heart goes with the Golf and the hatchback versatility it offers. I hope it comes with a TDI or VW’s next generation Diesel engine. Price-wise, the promise a sub-$16,000 model is a good incentive to put this one on the bubble.

Now, I can gush about other cars, but there were some I was not completely impressed with. For starters, the new Chevrolet Aveo is garish. I like the roominess of the current Aveo, but fake wood on the dash of the new LT sedan?!? No thanks!

The Honda Fit doesn’t exactly fit. Honda deemed that skinny folks should drive this frumpy eyesore hatchback because of the seat bolstering all models come with. They seem to be lifted from an Acura RSX! Just when did Honda build a $13,000 Acura? Let’s see…1990!

Oh, and I was bitterly disappointed with the Dodge Caliber. It had too much hard plastic and felt like a PT Cruiser with 21st Century design and a higher windshield apex. I’m sorry, if I wanted a PT Cruiser, I’d get a Chevrolet HHR. And, what’s with this door-opening flange in the rear of each front door? I’m going to bump into that friggin’ protrusion every time I get out of there. And, what’s with the gear shifter? What is this, a minivan?!?

Of course, my visit to the Auto Show is just about any looking at a particular market segment. Once I stopped comparing entry-level cars, I began to indulge a bit on the Convention Center floor.

My favorites, you asked? You’d be surprised, but I was glad to see that Hyundai has come to the forefront of automotive leadership. It’s not just about quality and building better cars, but hitting market segment targets with cars that fit perfectly in them. We can talk about the Sonata for days, but I need to drive one to be fully convinced that it is indeed a winner. However, the Azera completely floored me! I was thankful to find a new big sedan that was relaxing inside. If Toyota can make a better Buick, so can Hyundai! Better yet, the Azera is more like a Korean Oldsmobile. The Azera is a car that I can truly indulge in for less than $30,000.

Oh, and wait until you feast your eyes on the new Hyundai Santa Fe. Yes, it is much better looking than the current model and even more stunning when you see it in person! For a SUV, it knocked me out! Any SUV that can average better than 20MPG is a winner in my book!

Talk about indulging, I fell in love with the Chrysler 300C SRT-8. Mind you it is not the most efficient car on the planet, but it’s got a HEMI. Well, a 400-plus horsepower HEMI and big, comfy seats.

With my feet hurting, my back sore and my legs slightly healing, knowing that I made my choice to check out this year’s Auto Show in Minneapolis was well worth the effort. It should also be well worth the rest I’m about to partake. Otherwise, I may never know about the fantastic choices in today’s automobile market, especially for budget-conscious city dwellers…like me.

Rarely do I especially talk about my work in some Twin Cities-based lifestyle magazine.

This year marks my seventh year with Lavender Magazine. It is my other primary outlet for my work these days, with over 17,000 copies in print distributed across parts of five states, around 11,000 subscribers using the magazine’s app on their devices, and about 50,000-plus hits on their website monthly. No matter how you interpret these numbers, they represent a steady and loyal readership representing the LGBT community and beyond.

Recent changes at Lavender have solidified my continued involvement as a contributing writer. The automotive content in Lavender continues to be a keystone column in most of the issues throughout its editorial year. The column attracts a lot of web readers monthly, as well as creating sparks of conversations to those who actually read it.

The biggest change is the Managing Editor of the magazine. Andy Lien has moved upwards in creating new media content for the magazine. Local journalist Chris Tarbox is now in her seat running the print/website content based on themes per issue, as well as the columns that join said content in the magazine.

The first thing Tarbox said about my work is that he loved it. The work is solid and of high quality. I am very grateful he said that because I was a little worried that it was not holding any sway for the magazine. He also told me that I am more of a journalist than just a blogger or a writer. Coming from a fellow journalist, that is some validation he heaped upon me. It is good to get the support from an editor that supports your work – this is the key to success in the media business.

The result of my content is the amount of advertising the magazine received from automotive entities. They see the columns and ask what they can do to get more value out of their advertising buy. This might get into some murky ethical water, but I will say that the advertisers have been great for the most part. This has been seven years in the making.

This past Thursday marked the publication of another automotive-themed issue. I believe I lost count on how many of these I have done over the years, but I am grateful that Lavender has let me take the lead in articles for at leats one issue per year. The first issue in March – known internally as Issue 594 – marks the Twin Cities Auto Show issue, where I bring in a preview of the upcoming show, a “Ride Review” (my regular column), and some other article of interest of the LGBT community within the issue’s theme. My focus is to re-introduce the local region of the Lambda Car Club International to the Lavender readership.

Normally, I would do four articles. Tarbox suggested I do something about two-wheeled transport. I passed and suggested that for another writer. I am interested in what this writer comes up with for the issue.

Why am I telling you all of this? For starters, Tarbox’s arrival as the Managing Editor brought back a spark to my writing for Lavender. There is a renewed energy for my columns and other articles published in the magazine. Plus, hearing how much support I have from the magazine itself is also motivation to deliver my best work to the readership.

Secondly, I may have added some cache to the magazine. Granted, I have never won an individual award from the Minnesota Magazine & Publishing Association, but Lavender was named its “Magazine of The Year” for 2016. I take pride in knowing that I had a small hand in helping it achieve such a lofty distinction.

The other part of this is how Lavender’s automotive content ranks up there with similar columns and articles across the spectrum of LGBT media. We are not a small publication by any means, nor are we as large as a national or major market publication. But, I always felt that Lavender’s writing and presentation do hold its own to similar publications across North America.

I also do not see my writing in Lavender competing with local outlets – print, television, radio, web, etc. Our local LGBT magazine can compete with other automotive and general outlets in other markets based on quality and presentation. At least, that is how I see the magazine and its automotive content sometimes.

Perhaps I brag too much. Maybe I have every right to. Normally, I’m a humble person. I simply smile and say “thank you” before I go into Kanye West Mode.